US20190375414A1 - Method and vehicle utilizing predictive road curvature in the transmission control module - Google Patents
Method and vehicle utilizing predictive road curvature in the transmission control module Download PDFInfo
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- US20190375414A1 US20190375414A1 US16/002,316 US201816002316A US2019375414A1 US 20190375414 A1 US20190375414 A1 US 20190375414A1 US 201816002316 A US201816002316 A US 201816002316A US 2019375414 A1 US2019375414 A1 US 2019375414A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/072—Curvature of the road
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
Definitions
- the present disclosure relates to a method and vehicle that utilizes predictive road curvature in the transmission control module.
- Some vehicles include an internal combustion engine and transmission for providing speed and torque conversion from the internal combustion engine to the wheels.
- the present disclosure describes a method for controlling the transmission of the vehicle using a predicted curvature of the road.
- Lateral G-forces may be determined from a sensor, such as an inertial measuring unit (IMU). However, the lateral G-forces measured by the sensor represent delayed information of the driver's intent.
- IMU inertial measuring unit
- the lateral G-forces measured by the sensor represent delayed information of the driver's intent.
- an electronic control module determines predicted lateral G-forces within a driving style detection algorithm in the TCM. Then, a transmission control module selects a speed ratio for the transmission based on the predicted lateral G-force.
- the electronic control module may be referred to as an electronic controller.
- the methods for controlling the transmission of the vehicle includes: determining, via an electronic control module of the vehicle, a predicted lateral G-force that will act on the vehicle while the vehicle moves along a road curve using image data from a front camera of the vehicle before the vehicle moves along the road curve; communicating, via the electronic controller, the predicted lateral G-force to a transmission controller; and controlling, via the transmission controller of the vehicle, the transmission of the vehicle based on the predicted lateral G-force.
- the method may further include determining, via the electronic controller, the predicted lateral G-force which includes: determining an amount of time the vehicle will take to reach the road curve from a current location as a function of a current vehicle speed of the vehicle and a predicted distance from the current location of the vehicle to the road curve; and determining a predicted vehicle speed of the vehicle at the road curve as a function of the current vehicle speed and an acceleration of the vehicle.
- the predicted lateral G-force is a function of a road curvature and the predicted vehicle speed at the road curve.
- the method may further include equating the predicted lateral G-force with a current, actual lateral G-force measured by an inertial measuring unit of the vehicle in response to determining that the predicted lateral G-force is greater than the current, actual lateral G-force.
- the method may further include taking an absolute value of the predicted lateral G-force and filtering the absolute value of the predicted lateral G-force to determine a final lateral G-force value.
- the method may further include enabling a predetermined transmission operating level in response to determining that the final lateral G-force value is greater than an enable threshold.
- the method may further include disabling the predetermined transmission operating level in response to determining that the final lateral G-force is less than the disable threshold.
- the method may further include selecting a speed ratio of the transmission based on the predetermined transmission operating level.
- the predictive lateral G-force is determined based on the image data from the front camera and map data stored on a map database module of the vehicle.
- the present disclosure also relates to a vehicle system.
- the vehicle system includes a transmission and a front camera module including a camera processor, a camera in electronic communication with the camera processor, and a front camera in electronic communication with the camera processor.
- the camera processor is programmed to determine a road curvature of a road curve using image data from the front camera before the vehicle moves along the road curve.
- the vehicle system further includes an electronic control module and a transmission control module in electronic communication with the front camera module and the electronic control module.
- the electronic control module is programmed to: receive image data from the front camera of the vehicle system before the vehicle system moves along the road curve; determine an amount of time the vehicle will take to reach the road curve from a current location as a function of a current vehicle speed of the vehicle system and a predicted distance from the current location of the vehicle system to the road curve; determine a predicted vehicle speed of the vehicle system at the road curve as a function of the current vehicle speed and a current vehicle acceleration of the vehicle system; and determine a predicted lateral G-force that will act on the vehicle system while the vehicle system moves along the road curve using the road curvature of the road curve.
- the electronic control module communicates the predicted lateral G-force to the transmission controller.
- the transmission controller is programmed to: (a) receive the predicted lateral G-force from the electronic control module, and (b) control an operation of the transmission based on the predicted lateral G-force.
- the predicted lateral G-force may be expressed as:
- the vehicle system further includes an inertial measurement unit in electronic communication with the front camera module and the transmission control module.
- the inertial measurement unit is configured to measure a current, actual lateral G-force acting on the vehicle.
- the electronic control module is programmed to determine that the predicted lateral G-force is greater than the current, actual lateral G-force.
- the electronic control module is programmed to equate the predicted lateral G-force with the current, actual lateral G-force measured by the inertial measuring unit of the vehicle system in response to determining that the predicted lateral G-force is greater than the current, actual lateral G-force.
- the vehicle system further includes an active controller in electronic communication with the front camera module and the electronic control module.
- the vehicle system further includes a map database module in electronic communication with the active controller, wherein the transmission control module is in electronic communication with the active controller, and the predictive lateral G-force is determined based on the image data from the front camera and map data stored on the map database module of the vehicle system.
- the electronic control module is programmed to divide the current vehicle speed of the vehicle system by the predicted distance from the current location to the road curve to determine the amount of time the vehicle will take to reach the road curve from the current location.
- the electronic control module is programmed to take an absolute value of the predicted lateral G-force and filtering the absolute value of the predicted lateral G-force to determine a final lateral G-force value.
- the transmission control module is programmed to enable a predetermined transmission operating level in response to determining (by the electric control module) that the final lateral G-force value is greater than an enable threshold, and the transmission control module is programmed select a speed ratio of the transmission based on the predetermined transmission operating level, and the predicted vehicle speed at the road curve is expressed as:
- V p V c +A ⁇ T
- FIG. 1 is a schematic illustration of a vehicle including a front camera module
- FIG. 2 is a schematic illustration of a vehicle including a front camera module and a map database module;
- FIG. 3 is a flowchart illustrating part of a method for controlling a transmission of the vehicles shown in FIGS. 1 and 2 .
- FIG. 4 is a flowchart illustrating another part of a method for controlling a transmission of the vehicles shown in FIGS. 1 and 2 .
- FIG. 5 is a flowchart illustrating yet another part of a method for controlling a transmission of the vehicles shown in FIGS. 1 and 2 .
- FIG. 6 is a flowchart illustrating yet another part of a method for controlling a transmission of the vehicles shown in FIGS. 1 and 2 .
- FIG. 7 is a schematic illustration of an example illustrating how the method of FIGS. 4, 5, and 6 would control the transmission of the vehicle.
- a vehicle system 10 includes an internal combustion engine 12 , such as a gasoline engine or a diesel engine.
- the internal combustion engine 12 is configured to generate power to propel the vehicle.
- the vehicle system 10 further includes a transmission 14 (e.g., an automatic transmission) for speed and torque conversion between the internal combustion engine 12 and the vehicle wheels.
- the transmission 14 is mechanically coupled to the internal combustion engine 12 and may be, for example, a gear transmission or continuous variable transmission (CVT). Regardless, the transmission 14 is configured to change between speed ratios.
- the vehicle system 10 may be simply referred to as a vehicle and may be, for example, a truck or a car.
- the vehicle system 10 further includes an engine control module (ECM) 16 in electronic communication with the internal combustion engine 12 .
- the ECM 16 may alternatively be referred to as the engine controller and is programmed to control the operation of the internal combustion engine 12 .
- the vehicle system 10 further includes a transmission control module (TCM) 18 in electronic communication with the transmission 14 .
- the TCM 18 may alternatively be referred to as the transmission controller and is programmed to control the operation of the transmission 14 .
- the vehicle system 10 further includes an electronic control module 19 in electronic communication with the transmission control module 18 .
- the electronic control module 19 may be referred to as the electronic controller.
- controller control module, module, control, control unit, processor and similar terms refer to one or various combinations of Application Specific Integrated Circuit(s) (ASIC), electronic circuit(s), central processing unit(s), e.g., microprocessor(s) and associated non-transitory memory component in the form of memory and storage devices (read only, programmable read only, random access, hard drive, etc.).
- ASIC Application Specific Integrated Circuit
- the non-transitory memory component is capable of storing machine readable instructions in the form of one or more software or firmware programs or routines, combinational logic circuit(s), input/output circuit(s) and devices, signal conditioning and buffer circuitry and other components that can be accessed by one or more processors to provide a described functionality.
- Input/output circuit(s) and devices include analog/digital converters and related devices that monitor inputs from sensors, with such inputs monitored at a preset sampling frequency or in response to a triggering event.
- Software, firmware, programs, instructions, control routines, code, algorithms and similar terms mean a controller-executable instruction sets including calibrations and look-up tables.
- Each controller executes control routine(s) to provide desired functions, including monitoring inputs from sensing devices and other networked controllers and executing control and diagnostic routines to control operation of actuators.
- Routines may be executed at regular intervals, for example each 100 microseconds or 3.125, 6.25, 12.5, 25 and 100 milliseconds during ongoing operation. Alternatively, routines may be executed in response to occurrence of a triggering event.
- Communications between controllers and between controllers, actuators and/or sensors may be accomplished using a direct wired link, a networked communications bus link, a wireless link or other suitable communications link.
- Communications includes exchanging data signals in a suitable form, including, for example, electrical signals via a conductive medium, electromagnetic signals via air, optical signals via optical waveguides, and the like.
- Data signals may include signals representing inputs from sensors, signals representing actuator commands, and communications signals between controllers.
- model refers to a processor-based or processor-executable code and associated calibration that simulates a physical existence of a device or a physical process.
- dynamic and ‘dynamically’ and related terms describe steps or processes that are executed in real-time and are characterized by monitoring or otherwise determining states of parameters and regularly or periodically updating the states of the parameters during execution of a routine or between iterations of execution of the routine.
- the vehicle system 10 further includes a front camera module (FCM) 20 in electronic communication with the ECM 16 , the TCM 18 , and the electronic control module 19 .
- the front camera module 20 includes a camera 22 configured to capture images of a road R ahead of the vehicle system 10 .
- the road R includes one or more road curves RC each having a road curvature.
- the front camera module 20 further includes a camera processor 24 and a camera memory 26 in electronic communication with the camera processor 24 .
- the camera memory 26 is a non-transitory storage medium capable of storing image data received from the camera 22 .
- the camera 22 is in electronic communication with the camera processor 24 and is configured to process the image data received from the camera 22 .
- the camera 22 is therefore configured to capture images of the road R and generate image data based on the captured images.
- the FCM 20 allows the vehicle system 10 to employ a lane keep assistance (LKA) system.
- LKA lane keep assistance
- the vehicle system 10 further includes an inertial measurement unit (IMU) 28 having, among other things, accelerometers, gyroscopes, and/or magnetometers and is configured to measure, among other things, a lateral G-force, a longitudinal G-force, a banking angle, and a grade detection of the vehicle.
- IMU inertial measurement unit
- G-force means a type of acceleration that causes the accelerating object to experience a force acting in the opposite direction to the acceleration.
- the IMU 28 is in electronic communication with the FCM 20 , the ECM 16 , the TCM 18 , and the electronic control module 19 .
- the vehicle system 10 may additionally include an external object calculation module (EOCM) 30 for detecting objects external to the vehicle system 10 .
- the EOCM 30 may alternatively referred to as the active controller.
- the EOCM 30 is in electronic communication with the FCM 20 and the IMU 28 .
- the vehicle system 10 further includes a map database module 32 in electronic communication with the EOCM 30 .
- the map database module 32 includes a database with information about the road R, such as high-resolution road curvature data, road bank angle data.
- the map database module 32 is synchronized with the GPS system of the vehicle system 10 .
- FIGS. 3-6 disclose parts 100 a , 100 b , 100 c , and 100 d (e.g., routines) of a method 100 for controlling the transmission 14 of the vehicle system 10 using a predicted road curvature of the road R.
- Lateral G-forces may be determined from a sensor, such as the IMU 28 .
- the lateral G-forces measured by the sensor represent delayed information of the driver's intent.
- the electronic control module 19 determines (i.e., estimates) the predicted lateral G-forces within a driving style detection algorithm in the TCM 18 .
- the presently disclosed method 100 does not directly control the speed ratio of the transmission 14 . Rather, the presently disclosed method 100 raises awareness in a Dynamic Performance Mode (DPM) algorithm in the TCM 18 to augment existing signals which will then choose the appropriate speed ratio.
- DPM Dynamic Performance Mode
- the DPM is a sports-shifting function in the TCM 18 with varying levels of sensitivity to driving style.
- a first part 100 a of the method 100 begins at step 102 , which entails determining the current vehicle speed of the vehicle system 10 .
- the current vehicle speed of the vehicle system 10 may be determined using a speed sensor 13 ( FIG. 1 ) operatively coupled to the internal combustion engine 12 .
- the speed sensor 13 is configured to measure and monitor the current vehicle speed of the vehicle system 10 .
- the speed sensor 13 is in electronic communication with the TCM 18 (through, for example, the ECM 16 ) and the electronic control module 19 .
- the first part 100 a of the method 100 also includes step 104 .
- the electronic control module 19 determines the current vehicle acceleration of the vehicle system 10 , which may be obtained from the ECM 16 .
- the ECM 16 may, for example, determine the current vehicle acceleration of the vehicle system 10 based on a position of an acceleration pedal 15 of the vehicle system 10 .
- the accelerator pedal 15 is in electronic communication with the ECM 16 .
- the first part 100 a of the method 100 also includes determining the predicted distance from the current location of the vehicle system 10 to the road curvature detected by the FCM 20 . This predicted distance may be obtained from a calibrated look-up table based on the image data received from the FCM 20 and/or the map data received from the map database module 32 .
- the FCM 20 may include a LIDAR sensor to determine the predicted distance from the current position of the vehicle system 10 to the road curvature of the road curve RC.
- the electronic control module 19 determines the amount of time the vehicle system 10 will take to reach the road curve RC detected by the FCM 20 from the current location of the vehicle system 10 as a function of the current vehicle speed of the vehicle system 10 and the predicted distance from the current location of the vehicle system 10 to the road curve RC. To determine the amount of time the vehicle system 10 will take to reach the road curve RC detected by the FCM 20 from the current location of the vehicle system 10 , the electronic control module 19 divides the current vehicle speed by the predicted distance. At step 108 , the electronic control module 19 also determines the predicted vehicle speed of the vehicle system 10 at the road curve RC as a function of the current vehicle speed and the current vehicle acceleration of the vehicle system 10 . To do so, the electronic control module 19 calculates the predicted vehicle speed at the road curve RC as follows:
- V p V c +A ⁇ T
- the method 100 proceeds to step 110 .
- the electronic control module 19 determines the road curvature of the RC as determined by the FCM 20 .
- the ECM 19 determines the road curvature of the road curve RC based on image data received from the FCM 20 .
- the FCM 20 is in electronic communication with the electronic control module 19 . Accordingly, the FCM 20 is configured to transmit image data to the ECM 19 .
- the curvature of a road curve may be defined as the reciprocal of the radius of the road curve.
- the FCM 20 may employ the following equations:
- y ( x ) c 0+ c 1 ⁇ x+c 2 ⁇ x 2 +c 3 ⁇ x 3 . . . +cn ⁇ x n
- step 112 the electronic control module 19 determines the predicted lateral G-force that will act on the vehicle system 10 while the vehicle system 10 moves along the road curve RC of the road R using the image data from FCM 20 of the vehicle system 10 before the vehicle system 10 moves along the road curve RC. To do so, the electronic control module 19 calculates the predicted lateral G-force using the following equation:
- the predicted lateral G-force is a function of the road curvature of the road curve RC and the predicted vehicle speed V p of the vehicle system 10 at the road curve RC.
- the electronic control module 19 may also take into account the bank angle of the road R to determine the predicted lateral G-force.
- the bank angle of the road R provides some acceleration component and is also provided by the map database module 32 .
- the bank angle of the road R serves to modify a target limit of the predicted lateral G-force and not necessarily how the curvature is calculated.
- the electronic control module 19 may calculate the predicted lateral G-force using the following equations:
- the method 100 continues to step 114 .
- the electronic control module 19 determines the current, actual lateral G-force measured by the IMU 28 .
- the term “current, actual lateral G-force” means the lateral G-force measured by the IMU 28 at a present moment before the vehicle system 10 moves along the road curve RC of the road R.
- the electronic control module 19 receives the current, actual lateral G-force from the IMU 28 , because the IMU 28 is in electronic communication with the TCM 18 . Stated differently, the electronic control module 19 is programmed to determine the current, actual lateral G-force based on a signal received from the IMU 28 . Then, the method 100 proceeds to step 116 .
- the electronic control module 19 compares the current, actual lateral G-force (i.e., the Actual LatG) to the predicted lateral G-force (i.e., the Predicted LatG) to determine whether the predicted lateral G-force is less than the current, actual lateral G-force. If and solely if the predicted lateral G-force is less than the current, actual lateral G-force, then the method 100 proceeds to step 118 . If and solely if the predicted lateral G-force is not less than the current, actual lateral G-force, then the method 100 proceeds directly to step 120 .
- the predicted lateral G-force i.e., the Actual LatG
- the predicted lateral G-force i.e., the Predicted LatG
- the electronic control module 19 equates the predicted lateral G-force with a current, actual lateral G-force measured by the IMU 28 inertial measuring unit of the vehicle system 10 in response to determining that the predicted lateral G-force is less than the current, actual lateral G-force.
- the method 100 proceeds to step 120 .
- the electronic control module 19 takes the absolute value of (and filters) the predicted lateral G-force determine a final lateral G-force value. To take the absolute value, the electronic control module 19 determines the non-negative value of the predicted lateral G-force without regard to its sign. To filter the predicted lateral G-force, the electronic control module 19 eliminates value above an upper threshold and below a lower threshold. Thereafter, the method 100 proceeds to step 122 , in which the electronic control module 19 stores the final lateral G-force value. Also at step 122 , the electronic control module 19 communicates the final lateral G-force value to the TCM 18 . Stated differently, at step 122 , the TCM 18 receives the final lateral G-force value from the electronic control module 19 .
- the second part 100 b of the method 100 After determining and storing the final lateral G-force value at step 122 , the second part 100 b of the method 100 begins.
- the TCM 18 determines the if the final lateral G-force value is greater than an enable threshold for each DPM level and a calibrated enabled value.
- the DPM is a sports-shifting function in the TCM 18 with varying levels of sensitivity to driving style. If final lateral G-force value is greater than an enable threshold for each DPM level and a calibrated enabled value, then the method 100 proceeds to step 126 .
- the TCM 18 enables a predetermined transmission operating level in response to determining that the final lateral G-force value is greater than the enable threshold (one per DPM level) and the calibrated enabled value.
- the TCM 18 operates in multiple DPM levels. Each DPM level controls the transmission operation, such as gear holds and force downshifts.
- the TCM 18 enables the predetermined transmission operating level for the final lateral G-force value in response to determining that the final lateral G-force value is greater than the enable threshold and the calibrated enabled value.
- step 128 the TCM 18 determines whether the final lateral G-force value is less than a disable threshold (one per DPM level). If and solely if the final lateral G-force value is not less than the disable threshold (one per DPM level), then the step 128 is repeated. If and solely if the final lateral G-force value is less than the disable threshold (one per DPM level), then the method 100 continues to step 130 . At step 130 , the TCM 18 disables the predetermined transmission operating level in response to determining that the final lateral G-force is less than the disable threshold.
- the method 100 also includes a third part 100 c , which entails step 132 .
- the TCM 18 receives other inputs from, for example the ECM 16 . These inputs include, but are not limited to, dynamic acceleration pedal information, brake pedal information, deceleration information, instant lateral G-force, and accumulated lateral G-force.
- the TCM 18 uses these other input as enabling criteria for DPM levels. In other words, at step 134 , the TCM 18 analyzes the other inputs (as enabling criteria). If and solely if the other inputs satisfy the enabling criteria, then the method 100 proceeds to step 136 .
- the TCM 18 enables a predetermined transmission operating level based on the enabling criteria for each DPM level. There are multiple criteria for each DPM level. If and solely if the other inputs do not satisfy the enabling criteria, then the method 100 proceeds to step 138 . At step 138 , the TCM 18 determines whether the other inputs do satisfy the disabling criteria. If and solely if the other inputs do not satisfy the disabling criteria, then the step 138 is repeated. If and solely if the other inputs satisfy the disabling criteria, then the method 100 continues to step 140 . At step 140 , the TCM 18 disables the predetermined transmission operating level based on the other inputs. As mentioned above, there are multiple criteria for each DPM level.
- the method 100 also includes a third part 100 c , which entails step 142 and step 144 .
- the TCM 18 determines the predetermined determined transmission operating level based on the predicted lateral G-force as determined in the second part 100 b of the method 100 .
- the TCM 18 determines the predetermined determined transmission operating level based other criteria (as a function of the other inputs) as determined in the third part 100 c of the method 100 .
- the method 100 proceeds to step 146 .
- the TCM 18 combines the predetermined determined transmission operating level based on the predicted lateral G-force and the predetermined determined transmission operating level based other criteria.
- the TCM 18 finds the maximum enabled DPM level based on the predetermined determined transmission operating level based on the predicted lateral G-force and the predetermined determined transmission operating level based other criteria.
- the TCM 18 selects the maximum enabled DPM level (i.e., the DPMSelectedLevel) and controls the transmission 14 based on the maximum enabled DPM level.
- the method 100 ends.
- the vehicle system 10 uses the FCM 20 and/or the map data stored on the map database module 32 (if equipped) to predict the lateral G-force within a driving style detection algorithm (i.e., the DPM algorithm) in the TCM 18 .
- the predicted lateral G-force is not used to directly control the speed ratio (and operating conditions) of the transmission 14 gear
- the predicted lateral G-force is used to “raise awareness” in the DPM algorithm to augment existing signals which will then choose the appropriate speed ratio.
- the TCM 18 uses the predicted lateral G-force as input that is considered to control the operating conditions (e.g., speed ratio) of the transmission 14 .
- the TCM 18 may alternatively use the predicted lateral G-force to directly control the speed ratio (and operation conditions) of the transmission 14 . It is envisioned, however, that the predicted lateral G-force may be used to directly control the speed ratio (and operating conditions) of the transmission 14 .
- FIG. 7 is a schematic illustration of an example on how the method 100 would control the transmission 14 of the vehicle system 10 .
- the camera 22 of the FCM 20 FIG. 1
- the field of view FOV of the camera extends a predetermined, fixed distance PD from the vehicle system 10 .
- the predetermined, fixed distance PD of the FOV is 40 meters to provide the TCM 18 sufficient time to adjust its operating conditions based on the predicted lateral G-force.
- the vehicle system 10 moves in a longitudinal direction L and brakes along a braking region BRK.
- the TCM 18 While the vehicle system 10 travels along the braking region BRK, the TCM 18 triggers downshifts and inhibits upshifts of the transmission 14 . To do so, the ECM 16 may increase engine braking to assist the service brakes, the TCM 18 prepares for faster response time to assist vehicle control in mid corner, and the TCM 18 prepares for faster delivery and more axle torque on corner exit. Then, the vehicle system 10 reaches a coast region (“COAST”). While the vehicle system 10 moves along the coast region COAST, the TCM 18 inhibits upshifts of the transmission 14 . To do so, the TCM 18 and/or ECM 16 inhibits breaking or acceleration to hold the speed ratio (e.g., gear) of the transmission 14 for a predetermined period of time to wait for driver input.
- COAST coast region
- the TCM 18 determines the predicted lateral G-force that the vehicle will experience at a corner region CR based on image data received from the FCM 20 . While the vehicle system 10 curves (in the rotational direction R) along the corner region CR, the TCM 18 inhibits upshifts of the transmission 14 and limits downshifts of transmission 14 based, at least in part, on the predicted lateral G-force. To do so, the ECM 16 provides consistent engine braking or acceleration to optimize vehicle balance. Also, the TCM 18 maintains a lower speed ratio (e.g., gear) from the start of the corner to the end of the corner to minimize response time during corner exit.
- a lower speed ratio e.g., gear
- the vehicle system 10 moves along an acceleration region ACCEL. While the vehicle system 10 travels along the acceleration region ACCEL, the TCM 18 employs a time-based upshift sequence of the transmission 14 . To do so, the TCM 18 holds a speed ratio (e.g., gear) for a predetermined amount of time because another braking or cornering event may occur in the future. The TCM 18 also monitors the accelerator pedal 15 ( FIG. 1 ) to prevent upshifting of the transmission 14 if an increasing request for axle torque or a rapid decrease for axle torque is detected. The vehicle system 10 also employs the same method 100 when traveling through other braking regions BRK, corning regions CR, and acceleration regions
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Abstract
Description
- The present disclosure relates to a method and vehicle that utilizes predictive road curvature in the transmission control module.
- Some vehicles include an internal combustion engine and transmission for providing speed and torque conversion from the internal combustion engine to the wheels.
- It is desirable to predict road conditions ahead of time to optimize the performance of the transmission. For this purpose, the present disclosure describes a method for controlling the transmission of the vehicle using a predicted curvature of the road. Lateral G-forces may be determined from a sensor, such as an inertial measuring unit (IMU). However, the lateral G-forces measured by the sensor represent delayed information of the driver's intent. In order to optimize a sports-shifting feature of the vehicle (i.e., to optimize the performance of the transmission), it is desirable to predict the road conditions ahead of time. Using the front camera module (FCM) and/or map data (stored on the map database module) if equipped, an electronic control module determines predicted lateral G-forces within a driving style detection algorithm in the TCM. Then, a transmission control module selects a speed ratio for the transmission based on the predicted lateral G-force. The electronic control module may be referred to as an electronic controller.
- In certain embodiments, the methods for controlling the transmission of the vehicle includes: determining, via an electronic control module of the vehicle, a predicted lateral G-force that will act on the vehicle while the vehicle moves along a road curve using image data from a front camera of the vehicle before the vehicle moves along the road curve; communicating, via the electronic controller, the predicted lateral G-force to a transmission controller; and controlling, via the transmission controller of the vehicle, the transmission of the vehicle based on the predicted lateral G-force.
- The method may further include determining, via the electronic controller, the predicted lateral G-force which includes: determining an amount of time the vehicle will take to reach the road curve from a current location as a function of a current vehicle speed of the vehicle and a predicted distance from the current location of the vehicle to the road curve; and determining a predicted vehicle speed of the vehicle at the road curve as a function of the current vehicle speed and an acceleration of the vehicle. The predicted lateral G-force is a function of a road curvature and the predicted vehicle speed at the road curve.
- The method may further include equating the predicted lateral G-force with a current, actual lateral G-force measured by an inertial measuring unit of the vehicle in response to determining that the predicted lateral G-force is greater than the current, actual lateral G-force. The method may further include taking an absolute value of the predicted lateral G-force and filtering the absolute value of the predicted lateral G-force to determine a final lateral G-force value. The method may further include enabling a predetermined transmission operating level in response to determining that the final lateral G-force value is greater than an enable threshold. The method may further include disabling the predetermined transmission operating level in response to determining that the final lateral G-force is less than the disable threshold. The method may further include selecting a speed ratio of the transmission based on the predetermined transmission operating level. The predictive lateral G-force is determined based on the image data from the front camera and map data stored on a map database module of the vehicle.
- The present disclosure also relates to a vehicle system. The vehicle system includes a transmission and a front camera module including a camera processor, a camera in electronic communication with the camera processor, and a front camera in electronic communication with the camera processor. The camera processor is programmed to determine a road curvature of a road curve using image data from the front camera before the vehicle moves along the road curve. The vehicle system further includes an electronic control module and a transmission control module in electronic communication with the front camera module and the electronic control module. The electronic control module is programmed to: receive image data from the front camera of the vehicle system before the vehicle system moves along the road curve; determine an amount of time the vehicle will take to reach the road curve from a current location as a function of a current vehicle speed of the vehicle system and a predicted distance from the current location of the vehicle system to the road curve; determine a predicted vehicle speed of the vehicle system at the road curve as a function of the current vehicle speed and a current vehicle acceleration of the vehicle system; and determine a predicted lateral G-force that will act on the vehicle system while the vehicle system moves along the road curve using the road curvature of the road curve. The electronic control module communicates the predicted lateral G-force to the transmission controller. The transmission controller is programmed to: (a) receive the predicted lateral G-force from the electronic control module, and (b) control an operation of the transmission based on the predicted lateral G-force.
- The predicted lateral G-force may be expressed as:
-
PLG=k·V p 2 -
- where:
- PLG is the predicted lateral G-force that will act on the vehicle system while the vehicle moves along the road curve of the road;
- k is the road curvature of the road curve; and
- Vp is the predicted vehicle speed of the vehicle system at the road curve.
- The vehicle system further includes an inertial measurement unit in electronic communication with the front camera module and the transmission control module. The inertial measurement unit is configured to measure a current, actual lateral G-force acting on the vehicle. The electronic control module is programmed to determine that the predicted lateral G-force is greater than the current, actual lateral G-force. The electronic control module is programmed to equate the predicted lateral G-force with the current, actual lateral G-force measured by the inertial measuring unit of the vehicle system in response to determining that the predicted lateral G-force is greater than the current, actual lateral G-force. The vehicle system further includes an active controller in electronic communication with the front camera module and the electronic control module. The vehicle system further includes a map database module in electronic communication with the active controller, wherein the transmission control module is in electronic communication with the active controller, and the predictive lateral G-force is determined based on the image data from the front camera and map data stored on the map database module of the vehicle system.
- The electronic control module is programmed to divide the current vehicle speed of the vehicle system by the predicted distance from the current location to the road curve to determine the amount of time the vehicle will take to reach the road curve from the current location. The electronic control module is programmed to take an absolute value of the predicted lateral G-force and filtering the absolute value of the predicted lateral G-force to determine a final lateral G-force value. The transmission control module is programmed to enable a predetermined transmission operating level in response to determining (by the electric control module) that the final lateral G-force value is greater than an enable threshold, and the transmission control module is programmed select a speed ratio of the transmission based on the predetermined transmission operating level, and the predicted vehicle speed at the road curve is expressed as:
-
V p =V c +A·T -
- where:
- Vp is the predicted vehicle speed of the vehicle system at the road curve;
- A is the current vehicle acceleration of the vehicle system;
- T is the amount of time the vehicle will take to reach the road curve from the current location of the vehicle system; and
- Vc is the current vehicle speed.
- The above features and advantages and other features and advantages of the present disclosure are readily apparent from the following detailed description of the best modes for carrying out the disclosure when taken in connection with the accompanying drawings.
-
FIG. 1 is a schematic illustration of a vehicle including a front camera module; -
FIG. 2 is a schematic illustration of a vehicle including a front camera module and a map database module; -
FIG. 3 is a flowchart illustrating part of a method for controlling a transmission of the vehicles shown inFIGS. 1 and 2 . -
FIG. 4 is a flowchart illustrating another part of a method for controlling a transmission of the vehicles shown inFIGS. 1 and 2 . -
FIG. 5 is a flowchart illustrating yet another part of a method for controlling a transmission of the vehicles shown inFIGS. 1 and 2 . -
FIG. 6 is a flowchart illustrating yet another part of a method for controlling a transmission of the vehicles shown inFIGS. 1 and 2 . -
FIG. 7 is a schematic illustration of an example illustrating how the method ofFIGS. 4, 5, and 6 would control the transmission of the vehicle. - With reference to
FIG. 1 , avehicle system 10 includes aninternal combustion engine 12, such as a gasoline engine or a diesel engine. Theinternal combustion engine 12 is configured to generate power to propel the vehicle. Thevehicle system 10 further includes a transmission 14 (e.g., an automatic transmission) for speed and torque conversion between theinternal combustion engine 12 and the vehicle wheels. Thetransmission 14 is mechanically coupled to theinternal combustion engine 12 and may be, for example, a gear transmission or continuous variable transmission (CVT). Regardless, thetransmission 14 is configured to change between speed ratios. Thevehicle system 10 may be simply referred to as a vehicle and may be, for example, a truck or a car. - The
vehicle system 10 further includes an engine control module (ECM) 16 in electronic communication with theinternal combustion engine 12. TheECM 16 may alternatively be referred to as the engine controller and is programmed to control the operation of theinternal combustion engine 12. Thevehicle system 10 further includes a transmission control module (TCM) 18 in electronic communication with thetransmission 14. TheTCM 18 may alternatively be referred to as the transmission controller and is programmed to control the operation of thetransmission 14. Thevehicle system 10 further includes anelectronic control module 19 in electronic communication with thetransmission control module 18. Theelectronic control module 19 may be referred to as the electronic controller. - The terms controller, control module, module, control, control unit, processor and similar terms refer to one or various combinations of Application Specific Integrated Circuit(s) (ASIC), electronic circuit(s), central processing unit(s), e.g., microprocessor(s) and associated non-transitory memory component in the form of memory and storage devices (read only, programmable read only, random access, hard drive, etc.). The non-transitory memory component is capable of storing machine readable instructions in the form of one or more software or firmware programs or routines, combinational logic circuit(s), input/output circuit(s) and devices, signal conditioning and buffer circuitry and other components that can be accessed by one or more processors to provide a described functionality. Input/output circuit(s) and devices include analog/digital converters and related devices that monitor inputs from sensors, with such inputs monitored at a preset sampling frequency or in response to a triggering event. Software, firmware, programs, instructions, control routines, code, algorithms and similar terms mean a controller-executable instruction sets including calibrations and look-up tables. Each controller executes control routine(s) to provide desired functions, including monitoring inputs from sensing devices and other networked controllers and executing control and diagnostic routines to control operation of actuators. Routines may be executed at regular intervals, for example each 100 microseconds or 3.125, 6.25, 12.5, 25 and 100 milliseconds during ongoing operation. Alternatively, routines may be executed in response to occurrence of a triggering event. Communications between controllers and between controllers, actuators and/or sensors may be accomplished using a direct wired link, a networked communications bus link, a wireless link or other suitable communications link. Communications includes exchanging data signals in a suitable form, including, for example, electrical signals via a conductive medium, electromagnetic signals via air, optical signals via optical waveguides, and the like. Data signals may include signals representing inputs from sensors, signals representing actuator commands, and communications signals between controllers. The term ‘model’ refers to a processor-based or processor-executable code and associated calibration that simulates a physical existence of a device or a physical process. As used herein, the terms ‘dynamic’ and ‘dynamically’ and related terms describe steps or processes that are executed in real-time and are characterized by monitoring or otherwise determining states of parameters and regularly or periodically updating the states of the parameters during execution of a routine or between iterations of execution of the routine.
- The
vehicle system 10 further includes a front camera module (FCM) 20 in electronic communication with theECM 16, theTCM 18, and theelectronic control module 19. Thefront camera module 20 includes acamera 22 configured to capture images of a road R ahead of thevehicle system 10. Thus, thecamera 22 points to the front of thevehicle system 10 to capture images in a direction forward of thevehicle system 10. The road R includes one or more road curves RC each having a road curvature. Thefront camera module 20 further includes acamera processor 24 and acamera memory 26 in electronic communication with thecamera processor 24. Thecamera memory 26 is a non-transitory storage medium capable of storing image data received from thecamera 22. Thecamera 22 is in electronic communication with thecamera processor 24 and is configured to process the image data received from thecamera 22. Thecamera 22 is therefore configured to capture images of the road R and generate image data based on the captured images. TheFCM 20 allows thevehicle system 10 to employ a lane keep assistance (LKA) system. - The
vehicle system 10 further includes an inertial measurement unit (IMU) 28 having, among other things, accelerometers, gyroscopes, and/or magnetometers and is configured to measure, among other things, a lateral G-force, a longitudinal G-force, a banking angle, and a grade detection of the vehicle. In the present disclosure, the term “G-force” means a type of acceleration that causes the accelerating object to experience a force acting in the opposite direction to the acceleration. TheIMU 28 is in electronic communication with theFCM 20, theECM 16, theTCM 18, and theelectronic control module 19. - With reference to
FIG. 2 , thevehicle system 10 may additionally include an external object calculation module (EOCM) 30 for detecting objects external to thevehicle system 10. TheEOCM 30 may alternatively referred to as the active controller. TheEOCM 30 is in electronic communication with theFCM 20 and theIMU 28. Thevehicle system 10 further includes amap database module 32 in electronic communication with theEOCM 30. Themap database module 32 includes a database with information about the road R, such as high-resolution road curvature data, road bank angle data. Themap database module 32 is synchronized with the GPS system of thevehicle system 10. -
FIGS. 3-6 disclose parts method 100 for controlling thetransmission 14 of thevehicle system 10 using a predicted road curvature of the road R. Lateral G-forces may be determined from a sensor, such as theIMU 28. However, the lateral G-forces measured by the sensor represent delayed information of the driver's intent. In order to optimize a sports-shifting feature of the vehicle system 10 (i.e., to optimize the performance of the transmission 14), it is desirable to predict the road conditions ahead of time. Using theFCM 20 and/or map data (stored on the map database module 32) if equipped, theelectronic control module 19 determines (i.e., estimates) the predicted lateral G-forces within a driving style detection algorithm in theTCM 18. The presently disclosedmethod 100 does not directly control the speed ratio of thetransmission 14. Rather, the presently disclosedmethod 100 raises awareness in a Dynamic Performance Mode (DPM) algorithm in theTCM 18 to augment existing signals which will then choose the appropriate speed ratio. The DPM is a sports-shifting function in theTCM 18 with varying levels of sensitivity to driving style. - With reference to
FIG. 3 , afirst part 100 a of themethod 100 begins atstep 102, which entails determining the current vehicle speed of thevehicle system 10. The current vehicle speed of thevehicle system 10 may be determined using a speed sensor 13 (FIG. 1 ) operatively coupled to theinternal combustion engine 12. Thespeed sensor 13 is configured to measure and monitor the current vehicle speed of thevehicle system 10. Thespeed sensor 13 is in electronic communication with the TCM 18 (through, for example, the ECM 16) and theelectronic control module 19. Thefirst part 100 a of themethod 100 also includesstep 104. Atstep 104, theelectronic control module 19 determines the current vehicle acceleration of thevehicle system 10, which may be obtained from theECM 16. TheECM 16 may, for example, determine the current vehicle acceleration of thevehicle system 10 based on a position of an acceleration pedal 15 of thevehicle system 10. The accelerator pedal 15 is in electronic communication with theECM 16. Thefirst part 100 a of themethod 100 also includes determining the predicted distance from the current location of thevehicle system 10 to the road curvature detected by theFCM 20. This predicted distance may be obtained from a calibrated look-up table based on the image data received from theFCM 20 and/or the map data received from themap database module 32. Additionally or alternatively, atstep 106, theFCM 20 may include a LIDAR sensor to determine the predicted distance from the current position of thevehicle system 10 to the road curvature of the road curve RC. After determining the predicteddistance 106 from the current location of thevehicle system 10 to the road curvature detected by theFCM 20, the vehicle speed, and the current vehicle acceleration of thevehicle system 10, themethod 100 proceeds to step 108. - At
step 108, theelectronic control module 19 determines the amount of time thevehicle system 10 will take to reach the road curve RC detected by theFCM 20 from the current location of thevehicle system 10 as a function of the current vehicle speed of thevehicle system 10 and the predicted distance from the current location of thevehicle system 10 to the road curve RC. To determine the amount of time thevehicle system 10 will take to reach the road curve RC detected by theFCM 20 from the current location of thevehicle system 10, theelectronic control module 19 divides the current vehicle speed by the predicted distance. Atstep 108, theelectronic control module 19 also determines the predicted vehicle speed of thevehicle system 10 at the road curve RC as a function of the current vehicle speed and the current vehicle acceleration of thevehicle system 10. To do so, theelectronic control module 19 calculates the predicted vehicle speed at the road curve RC as follows: -
V p =V c +A·T -
- where:
- Vp is the predicted vehicle speed of the
vehicle system 10 at the road curve RC; - A is the current vehicle acceleration;
- T is the amount of time the
vehicle system 10 will take to reach the road curve RC from its current location of thevehicle system 10; and - Vc is the current vehicle speed.
- After determining the predicted vehicle speed of the
vehicle system 10 at the road curve RC and the amount of time thevehicle system 10 will take to reach the road curve RC from its current location of thevehicle system 10, themethod 100 proceeds to step 110. Atstep 110, theelectronic control module 19 determines the road curvature of the RC as determined by theFCM 20. - At
step 110, theECM 19 determines the road curvature of the road curve RC based on image data received from theFCM 20. As discussed above, theFCM 20 is in electronic communication with theelectronic control module 19. Accordingly, theFCM 20 is configured to transmit image data to theECM 19. The curvature of a road curve may be defined as the reciprocal of the radius of the road curve. To determine the road curvature of the road curve RC, theFCM 20 may employ the following equations: -
y(x)=c0+c1·x+c2·x 2 +c3·x 3 . . . +cn·x n -
- where:
- y is the position of the vehicle at x distance in global frame of reference; and
- x is the distance from a center of the global frame of reference to the position of the vehicle; and
- c0, c1, c2, and c3 are coefficients determined by the
FCM 20 based on the image data;
-
-
- κ is the curvature (in absolute value) of the road curve RC;
- y′ is the first derivative of the position of the vehicle at x distance in global frame of reference; and
- y″ is the second derivative of the position of the vehicle at x distance in global frame of reference.
-
-
- k is the signed curvature of the road curve RC;
- y′ is the first derivative of the position of the vehicle at x distance in global frame of reference; and
- y″ is the second derivative of the position of the vehicle at x distance in global frame of reference.
- After determining the road curvature of the road curve RC, then the
method 100 proceeds to step 112. Atstep 112, theelectronic control module 19 determines the predicted lateral G-force that will act on thevehicle system 10 while thevehicle system 10 moves along the road curve RC of the road R using the image data fromFCM 20 of thevehicle system 10 before thevehicle system 10 moves along the road curve RC. To do so, theelectronic control module 19 calculates the predicted lateral G-force using the following equation: -
PLG=k·V p 2 -
- where:
- PLG is the predicted lateral G-force that will act on the
vehicle system 10 while thevehicle system 10 moves along the road curve RC of the road R; - k is the road curvature of the road curve RC; and
- Vp is the predicted vehicle speed of the
vehicle system 10 at the road curve RC.
- Therefore, the predicted lateral G-force is a function of the road curvature of the road curve RC and the predicted vehicle speed Vp of the
vehicle system 10 at the road curve RC. Theelectronic control module 19 may also take into account the bank angle of the road R to determine the predicted lateral G-force. The bank angle of the road R provides some acceleration component and is also provided by themap database module 32. The bank angle of the road R serves to modify a target limit of the predicted lateral G-force and not necessarily how the curvature is calculated. Thus, theelectronic control module 19 may calculate the predicted lateral G-force using the following equations: -
k·V p 2 =a->k·V p 2 =a_bank+a_curvature; -
- PLG=lateral contribution from curvature+lateral contribution due to bank angle where:
- PLG is the predicted lateral G-force that will act on the
vehicle system 10 while thevehicle system 10 moves along the road curve RC of the road R; - k is the road curvature of the road curve RC; and
- Vp is the predicted vehicle speed of the
vehicle system 10 at the road curve RC; - a_bank is the lateral g-force contribution from the bank angle; and
- a_curvature is the lateral g-force contribution from the road curvature.
- PLG is the predicted lateral G-force that will act on the
- PLG=lateral contribution from curvature+lateral contribution due to bank angle where:
- After determining the predicted lateral G-force, the
method 100 continues to step 114. Atstep 114, theelectronic control module 19 determines the current, actual lateral G-force measured by theIMU 28. The term “current, actual lateral G-force” means the lateral G-force measured by theIMU 28 at a present moment before thevehicle system 10 moves along the road curve RC of the road R. Theelectronic control module 19 receives the current, actual lateral G-force from theIMU 28, because theIMU 28 is in electronic communication with theTCM 18. Stated differently, theelectronic control module 19 is programmed to determine the current, actual lateral G-force based on a signal received from theIMU 28. Then, themethod 100 proceeds to step 116. - At
step 116, theelectronic control module 19 compares the current, actual lateral G-force (i.e., the Actual LatG) to the predicted lateral G-force (i.e., the Predicted LatG) to determine whether the predicted lateral G-force is less than the current, actual lateral G-force. If and solely if the predicted lateral G-force is less than the current, actual lateral G-force, then themethod 100 proceeds to step 118. If and solely if the predicted lateral G-force is not less than the current, actual lateral G-force, then themethod 100 proceeds directly to step 120. - At
step 118, theelectronic control module 19 equates the predicted lateral G-force with a current, actual lateral G-force measured by theIMU 28 inertial measuring unit of thevehicle system 10 in response to determining that the predicted lateral G-force is less than the current, actual lateral G-force. Afterstep 118, themethod 100 proceeds to step 120. - At
step 120, theelectronic control module 19 takes the absolute value of (and filters) the predicted lateral G-force determine a final lateral G-force value. To take the absolute value, theelectronic control module 19 determines the non-negative value of the predicted lateral G-force without regard to its sign. To filter the predicted lateral G-force, theelectronic control module 19 eliminates value above an upper threshold and below a lower threshold. Thereafter, themethod 100 proceeds to step 122, in which theelectronic control module 19 stores the final lateral G-force value. Also atstep 122, theelectronic control module 19 communicates the final lateral G-force value to theTCM 18. Stated differently, atstep 122, theTCM 18 receives the final lateral G-force value from theelectronic control module 19. - After determining and storing the final lateral G-force value at
step 122, thesecond part 100 b of themethod 100 begins. Atstep 124, theTCM 18 determines the if the final lateral G-force value is greater than an enable threshold for each DPM level and a calibrated enabled value. As mentioned above, the DPM is a sports-shifting function in theTCM 18 with varying levels of sensitivity to driving style. If final lateral G-force value is greater than an enable threshold for each DPM level and a calibrated enabled value, then themethod 100 proceeds to step 126. - At
step 126, theTCM 18 enables a predetermined transmission operating level in response to determining that the final lateral G-force value is greater than the enable threshold (one per DPM level) and the calibrated enabled value. As discussed, theTCM 18 operates in multiple DPM levels. Each DPM level controls the transmission operation, such as gear holds and force downshifts. Thus, theTCM 18 enables the predetermined transmission operating level for the final lateral G-force value in response to determining that the final lateral G-force value is greater than the enable threshold and the calibrated enabled value. - If final lateral G-force value is not greater than the enable threshold for each DPM level and the calibrated enabled value, then the
method 100 proceeds to step 128. Atstep 128, theTCM 18 determines whether the final lateral G-force value is less than a disable threshold (one per DPM level). If and solely if the final lateral G-force value is not less than the disable threshold (one per DPM level), then thestep 128 is repeated. If and solely if the final lateral G-force value is less than the disable threshold (one per DPM level), then themethod 100 continues to step 130. Atstep 130, theTCM 18 disables the predetermined transmission operating level in response to determining that the final lateral G-force is less than the disable threshold. - The
method 100 also includes athird part 100 c, which entailsstep 132. Atstep 132, theTCM 18 receives other inputs from, for example theECM 16. These inputs include, but are not limited to, dynamic acceleration pedal information, brake pedal information, deceleration information, instant lateral G-force, and accumulated lateral G-force. Then, atstep 134, theTCM 18 uses these other input as enabling criteria for DPM levels. In other words, atstep 134, theTCM 18 analyzes the other inputs (as enabling criteria). If and solely if the other inputs satisfy the enabling criteria, then themethod 100 proceeds to step 136. Atstep 136, theTCM 18 enables a predetermined transmission operating level based on the enabling criteria for each DPM level. There are multiple criteria for each DPM level. If and solely if the other inputs do not satisfy the enabling criteria, then themethod 100 proceeds to step 138. Atstep 138, theTCM 18 determines whether the other inputs do satisfy the disabling criteria. If and solely if the other inputs do not satisfy the disabling criteria, then thestep 138 is repeated. If and solely if the other inputs satisfy the disabling criteria, then themethod 100 continues to step 140. Atstep 140, theTCM 18 disables the predetermined transmission operating level based on the other inputs. As mentioned above, there are multiple criteria for each DPM level. - The
method 100 also includes athird part 100 c, which entailsstep 142 andstep 144. Atstep 142, theTCM 18 determines the predetermined determined transmission operating level based on the predicted lateral G-force as determined in thesecond part 100 b of themethod 100. Atstep 144, theTCM 18 determines the predetermined determined transmission operating level based other criteria (as a function of the other inputs) as determined in thethird part 100 c of themethod 100. Then, themethod 100 proceeds to step 146. Atstep 146, theTCM 18 combines the predetermined determined transmission operating level based on the predicted lateral G-force and the predetermined determined transmission operating level based other criteria. Then, atstep 148, theTCM 18 finds the maximum enabled DPM level based on the predetermined determined transmission operating level based on the predicted lateral G-force and the predetermined determined transmission operating level based other criteria. Next, atstep 150, theTCM 18 selects the maximum enabled DPM level (i.e., the DPMSelectedLevel) and controls thetransmission 14 based on the maximum enabled DPM level. Then, atstep 152, themethod 100 ends. By executing themethod 100, thevehicle system 10 uses theFCM 20 and/or the map data stored on the map database module 32 (if equipped) to predict the lateral G-force within a driving style detection algorithm (i.e., the DPM algorithm) in theTCM 18. While the predicted lateral G-force is not used to directly control the speed ratio (and operating conditions) of thetransmission 14 gear, the predicted lateral G-force is used to “raise awareness” in the DPM algorithm to augment existing signals which will then choose the appropriate speed ratio. In other words, theTCM 18 uses the predicted lateral G-force as input that is considered to control the operating conditions (e.g., speed ratio) of thetransmission 14. However, theTCM 18 may alternatively use the predicted lateral G-force to directly control the speed ratio (and operation conditions) of thetransmission 14. It is envisioned, however, that the predicted lateral G-force may be used to directly control the speed ratio (and operating conditions) of thetransmission 14. -
FIG. 7 is a schematic illustration of an example on how themethod 100 would control thetransmission 14 of thevehicle system 10. While thevehicle system 10 moves along the road R, thecamera 22 of the FCM 20 (FIG. 1 ) captures images on a field of view FOV. The field of view FOV of the camera (FIG. 1 ) extends a predetermined, fixed distance PD from thevehicle system 10. In some embodiments, the predetermined, fixed distance PD of the FOV is 40 meters to provide theTCM 18 sufficient time to adjust its operating conditions based on the predicted lateral G-force. In the illustrated example, before thevehicle system 10 reaches the corner region CR, thevehicle system 10 moves in a longitudinal direction L and brakes along a braking region BRK. While thevehicle system 10 travels along the braking region BRK, theTCM 18 triggers downshifts and inhibits upshifts of thetransmission 14. To do so, theECM 16 may increase engine braking to assist the service brakes, theTCM 18 prepares for faster response time to assist vehicle control in mid corner, and theTCM 18 prepares for faster delivery and more axle torque on corner exit. Then, thevehicle system 10 reaches a coast region (“COAST”). While thevehicle system 10 moves along the coast region COAST, theTCM 18 inhibits upshifts of thetransmission 14. To do so, theTCM 18 and/orECM 16 inhibits breaking or acceleration to hold the speed ratio (e.g., gear) of thetransmission 14 for a predetermined period of time to wait for driver input. While thevehicle system 10 moves along the braking region BRK or the coasting region COAST, theTCM 18 determines the predicted lateral G-force that the vehicle will experience at a corner region CR based on image data received from theFCM 20. While thevehicle system 10 curves (in the rotational direction R) along the corner region CR, theTCM 18 inhibits upshifts of thetransmission 14 and limits downshifts oftransmission 14 based, at least in part, on the predicted lateral G-force. To do so, theECM 16 provides consistent engine braking or acceleration to optimize vehicle balance. Also, theTCM 18 maintains a lower speed ratio (e.g., gear) from the start of the corner to the end of the corner to minimize response time during corner exit. After corner exit, thevehicle system 10 moves along an acceleration region ACCEL. While thevehicle system 10 travels along the acceleration region ACCEL, theTCM 18 employs a time-based upshift sequence of thetransmission 14. To do so, theTCM 18 holds a speed ratio (e.g., gear) for a predetermined amount of time because another braking or cornering event may occur in the future. TheTCM 18 also monitors the accelerator pedal 15 (FIG. 1 ) to prevent upshifting of thetransmission 14 if an increasing request for axle torque or a rapid decrease for axle torque is detected. Thevehicle system 10 also employs thesame method 100 when traveling through other braking regions BRK, corning regions CR, and acceleration regions - While the best modes for carrying out the disclosure have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments for practicing the disclosure within the scope of the appended claims.
Claims (20)
PLG=k·V p 2
V p =V c +A·T
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US16/002,316 US10745017B2 (en) | 2018-06-07 | 2018-06-07 | Method and vehicle utilizing predictive road curvature in the transmission control module |
DE102019112497.2A DE102019112497A1 (en) | 2018-06-07 | 2019-05-13 | METHOD AND VEHICLE USING A PREDICTIVE ROAD CIRCULATION IN THE TRANSMISSION MODULE |
CN201910393863.2A CN110576846B (en) | 2018-06-07 | 2019-05-13 | Method and vehicle utilizing predicted road curvature in transmission control module |
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JP3340941B2 (en) | 1997-06-12 | 2002-11-05 | 富士重工業株式会社 | Runway curvature radius detector |
US10358057B2 (en) * | 1997-10-22 | 2019-07-23 | American Vehicular Sciences Llc | In-vehicle signage techniques |
JP3508619B2 (en) | 1999-05-13 | 2004-03-22 | 株式会社デンソー | Vehicle navigation system |
US7184073B2 (en) | 2003-04-11 | 2007-02-27 | Satyam Computer Services Limited Of Mayfair Centre | System and method for warning drivers based on road curvature |
JP2005226670A (en) * | 2004-02-10 | 2005-08-25 | Toyota Motor Corp | Deceleration control device for vehicle |
JP4967806B2 (en) * | 2007-05-22 | 2012-07-04 | 株式会社日立製作所 | Vehicle speed control device according to path curvature |
DE102009047476A1 (en) * | 2009-12-04 | 2011-06-09 | Robert Bosch Gmbh | Method and control unit for determining a section trajectory of a curve section of a roadway |
US9298575B2 (en) * | 2011-10-12 | 2016-03-29 | Lytx, Inc. | Drive event capturing based on geolocation |
US9168924B2 (en) * | 2012-03-26 | 2015-10-27 | GM Global Technology Operations LLC | System diagnosis in autonomous driving |
WO2014182319A1 (en) * | 2013-05-07 | 2014-11-13 | Allison Transmission, Inc. | System and method for optimizing downshifting of a transmission during vehicle deceleration |
KR20150062490A (en) * | 2013-11-29 | 2015-06-08 | 주식회사 만도 | Device and Method for Controlling Vehicle Speed |
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